Internal-combustion engine



Feb. 1o, 1931. D g, COCK 1,792,145

`INTERNAL COMBUSTION ENGINE Filed Jan. 4. 1950 2 Sheets-'Sheet l 111W@ 13 l A Ecm T. 960k.

@ WWW- Feb. l0, 1931. D. F. cooK 1,792,145

INTERNAL COMBUSTION ENGINE Filed Jan. 4, 195o 2 sheets-sheet 2 M. 'Savia Y. Cook.

Patented Feb. 10, 1931 UNITED sTATEs DAVID FRANKLIN COOK, F CHEYENNE, WYOMING INTERNAL-coMEUsTIoN ENGINE Application led Januaryi, 1930. SerialNo. 418,598.

This invention relates to improvements in the driving connection between the pistons and crank shaft of internal combustion engines. I The primary object of this invention is to provide connection between the pistons of an internal combustion engine and the crank shaftthereof whereby more power is developed-than in present day engines.

A further object of this invention is to provide an arrangement of the cylinders of an internal combustion engine relative to the cylinder block whereby a great saving in material is afforded and which will occupy only a small amount of space.

A still further object of this invention is to provide means for driving the crank shaft 'of an internal combustion engine romthc reciprocating pistons therein adapted to de,

crease the number of frictional parts, thereby reducing the number of bear-ing surfaces. A still further object of this invention is to provide a multicylinder engine having twice as many cylinders as crank shafty throws, whereby the power is multiplied.

A still further object of this invention is to provide an internal combustion engine in which all of the pistons may be connected to a vertically guided reciprocating bar and said bar beingconnected to the crank shaft by compound levers, thereby eliminating' the many wrist pin bearings and the crank shaft bearings.

A still further object of this invention is to provide an internal combustion engineof the character described wherein the pistons and connections of the engine are guided in the cylinders to diminish the vibration and wear on the cylinder walls.

Heretofore, it has been common practice to provide an internal combustion engine of the reciprocating piston type with a connecting rod for each cylinder and said connecting rod being secured to an individual throw of the crank shaft. Such practice is objectionable due to the many bearings employed and due te the diiiicult task of repairingv the many bearings after they have worn and become loose, thereby creating noises in the engme.

portion with a skirt 8 which provides asec-A It is proposed to overcome the above dis* advantages by empl'oying'driv'ing connections between the pistons and connecting rods whereby saidv driving connections .'may be easily removed for the purpose of repair and the number of bearings to be repaired will only amount to one halr` of the number of bearings used in present day engines of the multicyl'inder y type.

Other objects and advantages of the invenltion will become apparent during the course of the' followin description `forming a part of this speci cation, and in which Figure 1 is a top elevational view of the engine showing the head removed and the staggered arrangement of the cylinders.

Figurel 2 is a side elevational view ofthe engine partly in section showing the driving connection from the piston to the crank shaft.` l

Figure 3 is a transverse sectional view of the invention showing piston guides and the compound levers associated therewith.

Figure 4'w is a longitudinal plan view of one of the vertically reciprocating bars showing the bracing structure therefor.

Figure 5 is an enlarged view showing the guide for one of the vertically reciprocating rods and a piston rod connectedfthereto in detail. v

Figure 6 is an enlarged longitudinal plan view of a modified form of vertically reciprocating'rod. p

For a more detailed description of the invention attention is directed to the drawings wherein like reference characters refer to like parts throughout the same and wherein the reference character 5. will generally be employed to designate an engine block having a plurality of cylinders 6 arranged in stag ered relationA thereto. The engine bloc 5 is provided with cutaway end por-- tions 7 to decrease the amount of material .in casting the block. It will be noted that the cutaway portions 7`fare formed in Vop- B6 `posite corners of the c linder block order to accommodate t ders. l

The cylinder block 5 is formed at its lower Y e staggered fcylii'-A `40 for operating the overhead cam shaft 42,v which carries cams 43 for operating the valve tion of the crank case 9 having enlarged portions for 'suitable bearings.

Reciprocably mounted in each of the cylinders 6 is a piston 10 having r1g1dly secured thereto aconnecting rod 11 provided with a strut on opposite sides thereof to rigldly hold the connecting rod 11 to the piston 10.

The lower end of each of the piston rods 11 is provided with a clamping plate' 13 adapted to secure the rods 11 to a vertically reciprocating squared bar 14. The vertical reciprocating squared bars 14 are formed with truss bars connecting to a brace bar 16 to prevent the warping of the bars 14 caused by heat. The opposite ends of the squared bars 14 are rounded as at 17 While a reduced squared end is provided at 18 to Abe received in a square-d opening in the cross heads l19. A nut 20 at each end of the reciprocating squared bar 14 may be employed for holding the cross heads 19 thereon and as illustratedin detail in Figure the nut 20 is countersunk in the cross head. Each cross head 20 is adapted to be guided by guides 21 having slots 22 to slidingly receive thetongues 23 of the cross head.

The cross head guides 21 are adapted to be placed at opposite 'ends of the cylinder block 5 as illustrated in Figure 2.

Rotatably mounted in the enlarged portion of the crank case 9 is a crank shaft 24 having itsends journaled in thrust bearings 25 and 26. Adjacent each end of the crank shaft 24 is a pair of oppositely extending throws 27 to which is connected lrods`28 by bearings 29. The opposite ends of the rods 28 are connected toa forked rod 30 by a pin 31 and the rods 30 are 'mounted on stationary pins 32 carried by the crank; case section 8. Ball bearings 33 are placed between the stationary pin 32 and the bearing of the rods to reduce as much as possible the friction therein.4

A rod 34 also connects to the ins 31 and is held between the forked end o the rod 30. Roller bearings 35 are placed'on the round portion 17 of the reciprocating bars 14 and are adapted to be received in the end of the rd'od 314, whereby friction therebetween is reuce The crank shaft 24 may be formed in sections and connected at an intermediate point by fianged collars 35. Bearing supports 36 may also be formed in the crank case section 9 to support bearings 37 on the crank shaft 24. A bevel gear 38 is rigidly secured to one end of the crank shaft 24 and mesheswith a bevel gear 39 on the lower end of a rotary shaft 40 which is encased'in a housing 41 secured to the end Wall of the cylinder block 5.

Rotary motion is delivered from the shaft rocker arms 44.

Any form of valve may be employed and as shown the valves are mounted in the removable head 46 having water cooling spaces 47 which communicate with the water jackets 48 in the cylinder block 5. The valves 45 control the inlet and exhaust of the gases entering the ports 50. l

In Figure 6 is shown and illustrated a modified form of reciprocating bar 141 formed in sections', connected by a screw threaded rod 51 and held together by the nuts 52 threaded -thereon while an adjusting nut 53 is formed integral with the threaded rod 51. Each of the sections comprising the reciprocating bar 141 is formed of triangular frames 54 braced by suitable truss rods 55. On the lower ends of the triangular frame 54 is secured screw threaded rods 56 which may be inserted in the cross head 19 and held therein by a nut screw threaded on the rod 56.

. The spark plugs and ignition system will be of a conventional form and will be arranged so that two pistons on each of the reciprocating bars 14 will fire simultaneously while the other two pistons are compressing the gases for exploslon. A

Although the engine is adapted to be tired in this fashion, it is quite obvious that the cylinders may be fired singularly and the rods 28, 30, and 34 provided for each cylinder to operate upon a conventional type of crank shaft.

It is to be understood -that the form of invention herewith shown and described is to be taken as a preferred example of the same and that various changes in the shape, size, and arrangement of parts may be resorted to without departing from the spirit. of the invention or the scope of the subjoined claims.

What I claim isz.

i' 1. An internal combustion engine of the case, cylinders formed on opposite sides of the crank shaft, pistons reciprocably mounted in the cylinders, a vertically reciprocating bar having its ends slidably mounted in the cylinder block at each end thereof, rods Ifor connecting the pistons to the vertically reciprocating bar, and means for connecting the vertically reciprocating bar to the crank p shaft.

3. An internal combustlon englne of the character described, comprising a cylinder block, having two rows of cylinders in staggered relation therein, a crank case for the cylinder block, a crank shaft having its ends journaled in the crank case, oppositely eX- tending cranks formed on the crank shaft, pistons reciprocably mounted in the cylinders, a pair of vertically reciprocating bars, piston rods for connecting the pistons of each row to one of the vertically reciprocating bars, and means for connecting the vertically reciprocating bars to the oppositely extendl ing cranks.

4. An internal combustion engine of the' outlet of gases therein.

5. An internal combustion-engine of the character described, comprising a cylinder block, a crank case for the cylinder block, a crank shaft having its ends journaled in the crank case, oppositely extending crank throws formed on the crank shaft, cylinders formed in the cylinder block, a

` piston reciprocably mounted in each of the cylinders, a connecting rod l rigidly secured to each of the pistons, a cross bar having its `ends guided in' the cylinder block connecting the piston connecting rods, a connecting rod mounted on each end of the cross bar, a link connected to the crank shaft, adapted to be heldin pivotal engagement with the connecting rod lof the cross bar, and a connecting link having one of its ends secured to the crank case and its other end pivoted to the pivot point of the crank link and the cross bar connecting rod.

6. An internal combustion engine of the character described, comprising a cylinder block, a crank case for the cylinder block, a crank shaft having its ends journaled in the crank case, cylinders formed in the cylinder block in staggered relation, reciprocating pistons mounted inv the cylinders, a horizontal reciprocating bar for connecting each set of pistons, means for connecting the Ahorizontal reciprocating bars to the crank shaft,

and valve gearing for each of the cylinders.

7. The combination with an internal combustion engine cylinder block having cylinders in staggered relation formed therein, of driving means for connecting the pistons of the engine to the crank shaft, including a horizontal bar having its ends guided in the cylinder block, a pair of connecting rods for connecting each end of the horizontal reciprocating bars to the crank shaft and valve gearing for furnishing fuel and exhausting gases to and from the cylinders respectively.

8. An internal combustion englne, comprising a cylinder block, a crank shaft for the A cylinder block, cylinders formed in the, cylinder block in staggered relation, pistons reciprocably mounted in the cylinders, connecting rods rigidly secured to the pistons, a horizontal reciprocating bar having its ends mounted in cross heads or guides in the cylinder block, whereby the piston connecting rods may be secured to the horizontal reciprocating bar, compound levers connecting the horizontal reciprocating bar to the crank shaft, a lconnecting rod having one of its ends supported by the crank case and its opposite4 end pivoted to the pivot point of the compound levers, and valve gearing operated from the crankshaft for controlling the inlet and exhaust of gases in the cylinders.

9. An internalfcom'bustion engine of the character described, comprising a cylinder block, a crank case for the cylinder block, a crank shaft having its ends Journaled in the crank case, cylinders formed in the cylinder block in staggered relation thereto, cutaway portions formed at each endof the cylinder block for reducing the size of the block, pistons reciprocably mounted in the cylinders, connecting rods rigidly secured to the pistons, a horizontal reciprocating bar connecting the rigid piston connecting rods, slide bearings `mountedin theV cylinder block for guiding the horizontal reciprocating bar, a pair of connecting rods carried by each end of the horizontal reciproca-ting bar, said pair of connecting rods being connected together at the free ends thereof, one of said pair of connecting rods being connected to the crank shaft, a connecting lever pivoted to the pivot point of each pair of connecting rods, and

aving its opposite end pivoted to a bearing inthe crank case, and valve gearing for each of the cylinders.

10. An internal combustion engine of the character described, comprising a cylinder block, a crank case for the cylinder block, a crank shaft having its ends journaled in the crank case,.cylinders formed in the cylinder block, lpistons reciprocably mounted in the cylinders, a horizontal reciprocating b'ar having its ends guided in the cylinder block, brace bars for bracing the lhorizontal reciprocating bar, rigid connecting rods secured to each of the pistons having their free ends connected to the horizontal reciprocating bar, means for connecting lthe horizontal reciprocating bar to the crank shaft and valve gearing for controlling the inlet and exhaust 'of gases to the cylinders.

In testimony whereof I ailix my signature.

DAVID FRANKLIN COOK.

ylso 

